Fuel system for internal combustion engines



Nov. 19, 1940. A. K. ANTONsx-:N

FUEL SYSTEM FRv INTERNAL COMBUSTION ENGINES Filed Nov. '19, 193s ff .f

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ANKER K.ANTONSEN.

ATTORNEYS Patented Nov. 19, 1940 STATES PATENT orFlce ENGIN Anker K.Antonsen, Waterloo, Iowa, assigner to vJohn Deere Tractor Company.Waterloo, Iowa,

a corporation of Iowa Application November 19, 1933 Serial No. 2411,35?,

4 Claims.

The present invention relates generally to 1nternal combustion enginesand more particularly to fuel systems for engines of thecompressionignition type.

Heretofore a certain amount of difficulty has been experienced `inlpriming the fuel system and ridding the filter and injection pump of airwhen initially filling the system or after running the system dry, andit has been the practice in the past to manually vent both the filterand injec tion pump to overcome this objection.

The principal object of the present invention is to provide aself-priming fuel system which will vent itself of all entrapped air assoon as fuel is poured into the tank and the engineI is rotated forstarting.

another object of the present invention is to provide a removablecylinder head of novel design embodyingl a fuel injectionpump mountedbodily on the head and removable therewith so that only thelovv pressurefuel line need be dis connected when'the cylinder head is taken off..

Still another object is to provide a protective filter between theinjection pump and the point P at which the fuel line isdisconnected toprevent any dirt which might enter the fuel line during dismantlingoperations from clogging or othervvise damaging the pump or injectionnozzles.

These and other objects and advantages of the present invention willbecome apparent after a consideration of the following detaileddescription of a preferred embodiment thereof, reference being had tothe appended drawing, in which Figure i is an elevational-view,partially sectioned, of the fuel system and cylinder head of a twocylinder Diesel engine of the horizontal type, embodying the principlesof my invention; and l Figure 2 is a fragmentary side view, drawn toreduced scale, of the cylinder head shown in Figure l.

Referring now to the drawing, the reference numeral it indicates thecylinder block of a hori` zontal Diesel type engine having two cylindersarranged side by side, and fixedly secured to the l end thereof, as bybolts Ii, is a cylinder head i2.

The cylinder head It is provided with a cam shaft compartment I3 Withinwhich is disposed a transversely arranged cam shaft I4 journaled insuitable bearings l5 and driven through a bevel pinion It and gear by ashaft 2l. The

shaft il is driven, in turn, from the engine crankshaft (not shown) withwhich it is operatively connected by any suitable driving means. A pairof cams 22 on the cam shaft I4 engage rollers (Cl. 12d- 139) 23journaled in the bifurcated ends of push rods 24 -to actuate the pistonsof a fuel injection pump 25 which is xedly mounted on the cylinder headl2. The fuel pump 25 is mounted in an inverted position, receiving thefuel through an intake pipe 26 which enters the side of the pump througha connection 2l and pumping the fuel under pressure through fuel lines3U and di which are connected by fittings 3u' and Eli to the bottom orum:v er side of the pump housing. The fuel lines 30 and 3i carry thefuel to injection nozzles or valves 32 and i3 which open into thecombustion chambers (not shown) of their re-n spectlve cylinders and thefuel is injected in a finely atomized state into each of the said combustion chambers near the peak of their compression cycles. As is vvellunderstood in the art, the finely divided fuel is ignited by the heat ofcompression and expands to drive the engine. ri'luespeed and poweroutput of the engine are regulated in a conventional manner by means ofa by-pass control rod it projecting laterally from the pump it and whichoperates to meter the fuel for each injection, the control rod ti beingcon nected by linlrage :it to any suitable governor Op control lever(not shown). ln the embodiment illustrated, the injection pump, fuellines, nozzles, and control linlrage are enclosed and protected againstdust and dirt by a cover plate it which is secured to the cylinder headby bolts lil.

Fuel for operating the engine is carried in a fuel tant. 4t and passesfirst through a primary fuel filter di and then a secondary orprotective filter 42 before reaching the pump it. The purpose of theprimary filter di is to remove the particles of dirt or other foreignmatter from the fuel and thus prevent clogging or fouling of the minutepassagevvays and apertures in the pump 2t and injection nozzles iii, Thesecondary filter it acts to catch any dirt that might get through thefirst filter, although its principal 'function is to prevent theentrance of dirt into the intake pipe it Whenever the cylinder head i2is removed for thepurpose of an overhaul, as will become apparentpresently.

The primary; fuel lter ti consists of a body or housing 43 which isdivided by a Wall 4t into two vertically spaced chambers, the upper onecomprising an intake chamber t5 and the lower one an outlet chamber t6.A domed cylindrical case 5t is fixed to and extends laterally from oneside of the housing 4t, enclosing a filter chamber 41, and disposedwithin the chamber M is a lter element or cartridge tl of conventionaldesign. A passage 52. connects the intalre chamber 45 with the iilterchamber and an orifice connects the filter cartridge i serially with theoutlet chamber l. A fuel pipe line fit is connected through a suitablevalve and sediment bowl fitu ting 55 to the lowest portion of the fueltank and is joined by a connection il@ with the intake chamber @35. Avent pipe Sii is connected at to the highest point in the intake chamberand also at 6?. to the highest point on the fuel tank lo dil, providinga continuous upward path for air to flow from the filter 1li to the airspace in the tank fill, thus by-passing the line lli and the fittingwhich is not selfprimnig- The filter (il, as shown, is actually acommern lo cial filter of the type originally intended to operate in avertical position, but have placed. it in a horizontal. position to makeit self-priming, as will be explained presently. The fuel inletconnection is made at the opening which was go originally used for thevent valve. The opening that was originally intended for fuel inlet,have used for the continuous vent connection Si. Thus, a continuousupward path. for air is provided through the filter 5.1i.

A fuel pipe line 53 is connected at @t to the lowest point in the outletchamber offthe primary fuel nlter (il and is joined by a disconnectablefitting 55 to the secondary filter ll. The latter comprises acylindrical housing xedly secured in any suitable manner to the cylinderhead l2 and havinga filter element Gl contained therewithin, the intakepipe 26 being connected to the outlet of the filter 232.

For the proper operation of my invention, it is necessary that theprimary filter di be placed at an elevation higher than the secondarynlter 42, and that the fuel tank dll be higher than the primary filter Mso that the fuel lines 2S, 83 and 54 all slope upwardly or extendvertically from the injection pump 25 to the fuel tank 49. When the fueltank 40 is lled after assembly or after running the system dry, the fuelflows by gravity down through the line 54 to the filter di; filling theintake chamber and casing 5t, 45 then passing through the filtercartridge 5I and 'filling the ou-tlet chamber 45t. The air in the linesand lter meanwhile escapes through the vent line 60 back to the fueltank lill. As the oil continues to flow by gravity down through the fuelline 63, lter 32, intake pipe 25, and into the injection pump 2li, theair bubbles trapped in the system below the primary filter li work theirway up through the lines and filters, escaping through the vent lineSil. By reason of the inverted position of the cylinders of theinjection pump 25, the pistons being forced downwardly in the cylindersduring compression and the fact that the outlet lines 'Jil and 3i arecon nested to the compression chambers of the pump below the intake pipe25, any entrapped air tends to escape back through theupwardly slopingline 26, lter 42 and pipe S3, while the fuel is retained. In the case ofpumps mounted in a conventional manner with the pistons acting upwardlyduring compression and the fuel lines connected with the tops of thecylinders, it is necessary to vent the cylinders by loosening the highpressure fuel line connections. Moreover, in my arrangement, it will beevident to those skilled in the art, that the inverted pump forces thefuel through the outlet lines and by-passes air, while in theconventional arrangement, the air is forced into the fuel lines and fuelis bypassed. While l have shown and described the 'lppmp as beingsubstantially vertical in its in- Ff'I/L vetted position, it is possibleto obtain. the self- 4priming action at angles between. position and asubstantially horizontal position.

To remove the cylinder head i?. from the cylinder block. the only fue?.line disconnection is at the low pressure where 'the pipe line connectsinto the secondary fil f the fuel pump together with the nig sure lines3o, 3l, and injection valves 32, and the low pressure pipe and protec""ve :lter G2, remain intact with the cylinder head and are removedbodily therewith. Thus, the injection pump and nozzles are protectedagainst the enm trance of dirt which might cause clogg' any such dirtthat might get i...:o the in of the filter d2 would be caught andretainecdiy the nlter element While I have shown and tion as applied tosol; ignition engine, do not be limited to this partie ar oise detailsshown and de tain of the may be applied to othe. bustion engines.

What .l claim as my l. In an engine of described rnv invenfention is:

e class described having a removable cylinder the combination of a fuelinjection pump dlymounted on said cylinder head for removal. therewith,at least one injection nozzle mounted on said cylinder head, a highpressure fuel conduit connecting said pump and said nozzle, a protectivefuel filter device associated with said cylinder head and removabletherewith, said device being connected with the low pressure side ofsaid pump, a fuel supply means, and a disconnectable fuel supply pipeconnecting said supply means and said lter device. l

2. In an engine of the class described having a removable cylinder head,the combination of a fuel injection pump xedly mounted on said cylinderhead for removal therewith, at least one injection nozzle mounted onsaid cylinder head, a high pressure fuel conduit connecting said pumpand said nozzle, a protective filter carried on said cylinder head, anintake pipe connecting said protective filter with said pump, a primaryfuel filter disposed at an elevation higher than said pump, a fuel tankdisposed higher than said primary fuel filter, fuel pipe linesconnecting said protective filter with said primary nlter and saidprimary filter with said fuel tank, and means for disconnecting saidfuel pipe line between said protective filter and said primary fuellter.

3. In' a compression-ignition engine, the combination of a cylinder headhaving injection nozzles, an injection pump nxedly mounted on saidcylinder head in inverted position, fuel lines connecting said pump withsaid nozzles, an intake pipe connected with said pump above said fuelline connections, a protective nlter mounted on said cylinder head abovethe point of connection of said intake pipe with said pump, said intakepipe being connected with said protective nlter, a primary fuel filterdisposed above said protective lter, a fuel tank disposed above saidprimary lter, fuel pipe lines connecting said protective filter withsaid primary filter and said lprimary filter with said fuel tank, an airvent pipe connecting said primarylter vwith said fuel tank, and meansfor disconnecting said fuel pipe line between said protective filter andsaid primary fuel filter. 1

I Modem iii fi. 1in en engine of time class deecriioed iioving oremovable cylinder' heed, u fuel injection pump supported in xedreldtion on seid cylinder head in inverted position with its pistonadapted to be forced downwardly during the pressure stroke, on injectornozzle mounted on seid cylinder head, o high pressure discharge conduitconnected to said nozzle and to said pump at the lower portion thereof,e protective iiiter mounted on scid cylinder head, conduit Ineensconnecting said lter with seid pump at a, point on the latter higherthan the discharge conduit connection, a fuel reservoir, and a supplyconduit detachabiy conn nected to said protective :tilter and slopingupwardly toward said reservoir.

ANKER K. ANTONSEN.

